Watertight Doors in Passenger ship design - Gard

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Watertight Doors in
Passenger ship design
ty
29 May 2013
Henning Luhmann
WTD Workshop Arendal
29 May 2013

Meyer Werft
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• Founded in 1795
• 100% family owned
• 2 locations – 1 shipyard
• Meyer Werft in Papenburg
• Neptun Werft in Rostock
– 11 production halls
• 2 covered building docks
• 4 halls for unit and pipe
production
• 5 halls for laser welding and
flow line for block production
– Largest covered
shipbuilding hall in
the world (504 m x 125 m)
– Europe's largest laser
centre
– Crane capacity of up to
800 t per crane
– Own cabin production

Product Portfolio 3
Cruise ships
River cruise ships
Research ships
Ships: 36 (+5) Ships: 27 (+15) Ships: 0 (+1)
Gas tankers
Island ferries
Ferries / Cruise ferries
Ships: 56 Ships: 29 Ships : 32
Passenger ships
Livestock carriers
Container ships
Ships: 24 Ships: 27 Ships: 4

Orderbook
Meyer Werft, Papenburg
Neptun Werft, Rostock
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Norwegian Cruise Line
Norwegian Getaway
2014
Royal Carribean
International
Quantum of the Seas 2014
Anthem of the Seas 2015
Research ship
Sonne delivery 2015
© 2008 Meyer Werft GmbH
Norwegian Cruise Line
S. 693 delivery 2015
S. 694 delivery 2017
16 River cruise vessels
delivery until 2014

15 years – 11 prototypes 5
2000 – Aurora 76,000 GT Purpose-built for British market
2001 – Radiance o/t Seas 90,000 GT Gas turbine & pod propulsion
2001 – Norwegian Star 92,000 GT Freestyle design
2004 – Pont-Aven 41,000 GT High-speed cruise ferry
2005 – Norwegian Jewel 93,500 GT Largest panmax design
2007 – AIDAdiva 68,500 GT Compact „Club“ design
2008 – Celebrity Solstice 122,000 GT 1 st ship with 1000+ balcony cabins
2010 – Disney Dream 130,000 GT Surprise for the industry
2013 – NCL Breakaway 146,600 GT Optimized industrialized design
2014 – Quantum o/t Seas 167,000 GT Energy saving as a key element
2015 – NCL Breakaway Plus 163,000 GT Evolution of Breakaway

Introduction
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• To achieve a good safety level a careful balance is needed
Regulations
Safety
Design
Operation
WTD Workshop Arendal
29 May 2013

Damage Stability
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• Internal watertight integrity requires high attention
• Operation of water tight doors
• Routing of pipes and ducts
• Bulkhead penetrations
• Up to 100 different systems need to be controlled
during design and production
WTD Workshop Arendal
29 May 2013

Types of watertight doors
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• Different type of doors used
– Normal WTD below bulkhead deck
– Light WTD with reduced scantlings, otherwise like normal WTD
– Semi-watertight doors: to be used with GZ range only, not below
immersion line
– Fire doors
• Use of doors during navigation may be different
– WTD always closed
– Semi-WTD and fire doors may be kept open
WTD Workshop Arendal
29 May 2013
7 February 2012 Public Workshop Helsinki 8

Design assumption
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• All damage stability calculations are based on closed water tight doors
• Operational needs are not considered carefully during design in the past
• Layout of the vessel may be in conflict with operational needs
• Many ships have exemptions to have WTDs open during navigation
Many 3-zone
damages
are not
survivable
WTD Workshop Arendal
29 May 2013

GA with marked WTD
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WTD Workshop Arendal
29 May 2013
7 February 2012 Public Workshop Helsinki 10

Purpose of WTD
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• Why are ships built with watertight doors
effective use of the available space
• 2 nd means of escape
• Avoiding dead-end corridors
• Used for transport of goods
• Maintenance and transport of spare parts
WTD Workshop Arendal
29 May 2013

Examples of use of WTD
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2 nd means of escape
Dead-end
Avoiding dead-end corridors
Staircase
Used for transport of goods
2nd escape
Cold rooms
Service lift
Laundry
Linen stores
WTD Workshop Arendal
29 May 2013

Examples of use of WTD
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Maintenance and transport of spare parts
easy connection of engine rooms is desired by many chief engineers
Ships have been designed in the past without the right balance between daily
operation and damage stability
WTD Workshop Arendal
29 May 2013

Evacuation
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• Evacuation has a high priority in ship design
• Each main vertical zone has a well protected staircase
leading to the life boat deck and assembly stations
• Each watertight compartment has a vertical escape to
the boat deck inside a protected stair case
• Each space requires 2 independent means of escape
evacuation deck
WTD Workshop Arendal
29 May 2013

Design to keep WTD closed
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• Design can be adapted to keep WTDs closed
• To be considered at an early design stage
• Survivability (attained index A) may be reduced
• Example “Laundry” in larger compartment:
WTD Workshop Arendal
29 May 2013

Design to keep WTD closed
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• Other examples
Laundry arrangement on
two decks
In one compartment
Workshops in one compartment
Multiple lifts to access provision rooms
WTD Workshop Arendal
29 May 2013

Design to minimize WTD
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• Optimized cabin arrangement to minimize the number of doors
Six WTD in 2 compartments
One WTD in 2 compartments
WTD Workshop Arendal
29 May 2013

Doors on bulkhead deck
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• Layout of bulkhead deck to meet many different requirements
– Subdivision with partial bulkheads
– Escape from watertight compartments
– Longitudinal corridor for crew and goods
– Control stations
WTD Workshop Arendal
29 May 2013

Doors on bulkhead deck
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• Use of fire doors in way of central corridor
• Fire doors sustain 2.5m water level with only small
leakage
• May be used to restrict progressive flooding on bulkhead
deck
• Improves subdivision without the undermining overall risk
– Fire doors may be used in escape ways
– No risk for injuries like for WTD
WTD Workshop Arendal
29 May 2013

Categories of doors
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• MSC Circ 1380 defines different categories of doors
• The categories need to be discussed, but
• Doors may have significantly different influence on
survivability
• Acceptance to use water tight doors should reflect the
influence on survivability
Influence of a single open
WTD on A-index
WTD Workshop Arendal
29 May 2013

Categories of doors
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• Design should be optimized to minimize the influence of open water tight
doors
• Number of doors to be further reduced
• Latest designs show equal vulnerability for open water tight doors
Influence of a single
open WTD on A-index
Influence of open WTD on vulnerability
WTD Workshop Arendal
29 May 2013

Operation
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• Design and operation need to be aligned from early design
• All damage stability calculations assume all WTD closed
• Operation may require the connection between certain spaces
• Risk for injuries for crew and passengers is very high during closing of WTD
• Good example for a possible balanced approach between stakeholders
• Designers: design subdivision following operational needs
• Operators. Cooperate in early design stage, change traditional procedures to
maintain watertight integrity
• Academia: provide methods and tools to keep crew alerted
• Regulators: force all designers and operators to keep doors closed for new ships
WTD Workshop Arendal
29 May 2013

Conclusion
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• Safety is one of the key objectives of passenger ship design
• Watertight doors are a vital component to achieve the desired
survivability
• The cruise ship industry works pro-active
• Safety levels need to be continuously reviewed and adjusted if needed
• Only with close cooperation between operators, shipyards and
administrations the good safety record can be further improved
WTD Workshop Arendal
29 May 2013